In researching these four locomotives, I noticed from web photos that the first order (296, 297) came with dynamic brakes and the second order (298, 299) without. Later pictures of the second order units in BNSF paint show them equipped with dynamics. Can anyone tell me when and where the conversions were made? SLSF 299/BNSF 6263/BNSF 1564 was the last production SD38-2.
Gerald - Not sure about conversion dates. About all I can say, citing various resources(including http://www.frisco.org/vb/showthread.php?1841-Tulsa-Memphis-SD38-2-s), is that the sans-dynamic brake units were for the Tennessee Yard (Memphis) hump, whereas 296-297 were destined for Cherokee Yard (Tulsa), where it sounds like operational needs warranted the dynamic brakes. Visually speaking, I have always liked the fact that the SL-SF SD38-2 order included brake cylinders for each axle. As an aside, there's a nice description from Terry Jankowski, who worked on the Tulsa hump in these: http://www.frisco.org/vb/showthread.php?3843-EMD-SD-38-2-296&p=26314#post26314 Best Regards,
The Cherokee Yard "hump" is actually just a downgrade, so the hump locomotive is braking all the way - the EMD low-range d/b worked well there. At Tennessee Yard, it was a classic hump, and the hump locomotive was pushing uphill most of the time; no need for d/b. The six brake cylinders per truck, one per wheel, allowed the brakes to really clamp down on the wheel in hump service. Ken
Ken: Read Terry's description as I'm not sure you are 100% correct. If I remember correctly from the year's that I lived there, yes it is a downgrade, but then goes back uphill near the hump tower. If I understand his post correctly, when the locomotive would reach the short uphill section at the end of a shove it would result in an uphill push, albeit a short one. Maybe he can jump on here and clarify this as I may be wrong.
Did any of these SD38-2s ever get near Cape Girardeau? I would love to have a model of one for a diorama I'm putting together. I love the six axle SD series! Just now saw a UP version by Kato on Amazon for $104.
Bob - You may indeed be totally correct in this detail (I've only been to Cherokee Yard once). Regardless, a long portion of the cut of cars to be humped were on a downgrade, and the hump engines were at the rear holding them back to a safe humping speed. The day I was there, either 296 or 297 was working the hump with a SW1500. The SD38-2 was making a neat whining sound from the d/b. Ken
Mike Condren has a pic of the two Cherokee Yard SD38-2's working a train through the Eastern Division Eureka-Pacific area on their way down to Tulsa after being delivered to the Frisco at, I'm presuming, Lindenwood Yard. In the same light, the two Tennessee Yard units may have done the same duty running down from Lindenwood to Memphis via the River Division. Thus, a Cape Girardeau appearance was a possibility. Ken
The kit-bash job was fairly easy and straight forward, the Dynamic brake housing is a bit different than the standard dash 2 version there are same Cannon and DW, DA parts and I recall it took 2 brake hatches (1SD,1GP) to make one SD38-2 hatch. The truck side frames are a hybrid using the Athearn Dash 2 side frame w/all brake rigging removed and P2k SD9 brake rigging installed as well as the third brake cyl and piping. I could not tell but I would bet they used cast iron brake shoes on these things so the brakes would work very efficiently at low speeds with little heat biuld-up. They were fun to build, did one non dynamic that was sold years ago. Tom Holley
Bob is correct about the grade. We used the dynamic brake mode until about 45 cars from the crest when we would change to power mode. The engines were a dream to work as they had hump control boxes on them that could adjust the amperage in incremental changes not possible with the throttle. We added the GP38's as it became obvious that the SW15s did not add enough power to pull the heavy cuts plus no dynamic brakes to assist the SD38s. The SD38/GP38 consist worked all the years I humped and with very few exceptions were trouble free. Terry
Ken, with the SD38/GP38 consist, I have been humping west of 33rd West Ave. which is approximately 150 car lengths from the crest. With a heavy cut, we would have five cars of air to help hold the cut as the dynamics alone would not hold them. With a cut this long, we would have to have the signal at W. Cherokee many times. The interesting thing about the hump lead in Tulsa is that it is not just down then up, but has a sag between the 41st St. overpass and 33rd W. Ave. which meant that with some cuts the dynamics would hold the cut west of 41st St. We would have to supplement the dynamics with the air when we were east of 41st St. as the tonnage would be going downhill until the 45 car mark that I mentioned earlier. The longer heavy cuts were easier to control at the beginning than the short (90 cars or so) because of this topographical aid. When I hired out we were using two FMs which were fine for the trains of that day, but could never have pulled/held the longer/heavier trains that the Frisco began to run. I don't remember the actual tonnage the FMs pulled, but I did like them because of their rheostat throttle which allowed the engineer to make incremental fluctuations as needed. This capability went away when the Frisco bought the SW15s (again two on the hump end) with their eight position throttle. We did gain horsepower with the new engines which was needed as the Frisco began to run heavier trains than the FMs were capable of pulling. When the two SD38s came, they were originally coupled with one SW15. As the trains grew, the final decision was made to include a GP38 with the SD38(both with extended range dynamic brakes). This consist was my favorite to use on the hump as I stated earlier because of the hump control in the SD38s. There was another hump set (I don't remember the date, but it was BN not Frisco) that included the GP38 and a slug for the lead unit. While they pulled tonnage, the time it took to get a train to the hump increased dramatically to the point of being unacceptable. Someone higher up had an ego problem with the decision to put this consist on the hump because it took several months to convince the power people that this new set would not work. The units were moved to the trimmer end where they proved to be great. It was weird, though, as the slug was the lead unit which meant no engine sound. The engineer controlled the engine sitting side ways which meant when dragging out that we could not see the controls. I had the alerter place the engine in emergency several times because I was turned to watch where I was going (kind of important) and didn't hear the alerter warning (due to hearing loss and tinnitis due to loud railroad noise early in my railroad career) Today, the hump engines consist of two SD40s to handle even more tonnage.
When was the brake sled cut down from a steam tender used? Was it with the FM, earlier or later? Brad Slone
There is a pictures in Frisco in Color on page 31 of two FM units with the sled dated 1960. So probably mid 1950's was when they made the sled. Ethan
FYI...see the following for photos/ information on Brake Sled X81 and X82, lest this thred digress too much from the SD38-2 units... http://www.frisco.org/vb/showthread.php?1715-Brake-Sled&highlight=Tulsa,+sled I'd still love to see someone model these critters. Best Regards,
